WO2019073536A1 - Lock device for railway vehicles - Google Patents
Lock device for railway vehicles Download PDFInfo
- Publication number
- WO2019073536A1 WO2019073536A1 PCT/JP2017/036767 JP2017036767W WO2019073536A1 WO 2019073536 A1 WO2019073536 A1 WO 2019073536A1 JP 2017036767 W JP2017036767 W JP 2017036767W WO 2019073536 A1 WO2019073536 A1 WO 2019073536A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- door
- operation unit
- lock device
- unlocking
- railway vehicle
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D19/00—Door arrangements specially adapted for rail vehicles
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B65/00—Locks or fastenings for special use
- E05B65/10—Locks or fastenings for special use for panic or emergency doors
Definitions
- the present invention relates mainly to a lock device for a railway vehicle that locks and unlocks a door provided on the railway vehicle.
- Patent Document 1 discloses a lock device provided on a door (indoor door) that divides a driver's cab of a railway vehicle from a passenger compartment.
- An inner handle is provided on the cab side of the door. The door can be unlocked by rotating the inner handle.
- a cylinder lock is provided on the passenger compartment side of the door, and the door can be unlocked by using a key.
- Patent Document 1 describes a lock device provided on a door of a partition wall between a driver's cab of a so-called one-man vehicle and a passenger cabin, which only a driver gets on board.
- a lock device can not be unlocked from the cabin side without a key owned by the crew, but in an emergency the passenger unlocks the door by operating the knob by opening the cover on the cabin side and operating the cab You can escape from the car.
- the door is opened due to a mischief or the like, the vehicle is intruded into the driver's cab and the equipment and the like in the driver's cab are damaged.
- the structure where an operator can evacuate quickly at the time of emergency is required. Furthermore, in the case of a railway vehicle in which one-man driving is performed, it may be necessary to remotely unlock the door of the driver's cab in the absence of the driver in an emergency or the like.
- the present invention has been made in view of the above circumstances, and its main object is to provide a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle.
- a lock device for a railway vehicle in which the door can be securely locked in an emergency and the door can be locked reliably except in an emergency even when the door is unlocked once. is there.
- a railway vehicle lock device configured to lock and unlock a door provided between a passenger compartment of a railway vehicle and a passenger compartment, a dead bolt, a first operation unit, and a second operation unit. And a control unit.
- the dead bolt locks the door by being inserted by a biasing force into a lock hole formed in a door frame to which the door is attached.
- the first operation unit is disposed on the cabin side of the door, and is switched between a locking position for locking the door and an unlocking position for unlocking the door, and the switching to the unlocking position is performed by the switching to the unlocking position.
- the dead bolt moves against the biasing force to perform the unlocking operation.
- the second operation unit is disposed on the crew room side of the door, and independently of the first operation unit, moves the dead bolt against the biasing force to perform the unlocking operation.
- the door can be opened by the operation of the second operation unit on the passenger compartment side even if the first operation unit on the passenger cabin side is in either the locking position or the unlocking position. Therefore, even if the first operation unit on the cabin side is damaged due to a mischief or an accident, the crew can move to the cabin side easily and in a short time. In addition, since the biasing force acts on the dead bolt, even if it is unlocked once, it can be locked securely.
- FIG. 7 is a side view showing the operation of the second operation unit. The figure which shows the flow by which a lock device for rail cars is unlocked by the 3rd operation part, after regulation by a regulation member is canceled.
- the lock device for a railway vehicle includes a first operation unit capable of locking and unlocking from the passenger cabin side, a second operation unit capable of unlocking from the crew cabin side, and an electric actuator by remote control. And a third operation portion capable of locking and unlocking by releasing the restriction. These are characterized in that they can be unlocked independently and are automatically locked again even if they are unlocked once. Details will be described below.
- FIG. 1 is a schematic indoor sectional view of a railway vehicle 100 in which the lock device 1 of the first embodiment is disposed.
- the railcars 100 and 200 are provided with passenger cabins 101 and 201, a first crew room 102, and a second crew room 202, respectively.
- the cabins 101 and 201 are parts for passengers to get on.
- the first crew member room 102 and the second crew member room 202 are provided at one end of the railcars 100 and 200 in the vehicle length direction.
- the first indoor door 103 and the second indoor door 203 are provided on the partition walls between the passenger cabins 101 and 201 and the first crew room 102 and the second crew room 202.
- the crew room is a space provided for crew members to work on the operation of a railway vehicle or for crew members to stand by.
- the crew room also includes the equipment room.
- the driver (crew member) in the first crew room 102 operates the railcar 100 and there is no crew member in the railcar 200, that is, so-called one-man driving.
- the operation mode of the railcar 100, 200 in which the lock device 1 is used is not particularly limited, and the operation of the railcar 100 alone, the operation of three or more, two or more persons in one, or two or more persons in one formation
- the lock device 1 is also applicable to a railway vehicle that is operated in the presence of a crew member.
- the layouts of the passenger cabins 101 and 201, the first crew room 102, and the second crew room 202 in the railcars 100 and 200 may be different from those in this embodiment.
- a first indoor door 103 is provided between the cabin 101 and the first crew room 102.
- a second indoor door 203 is provided between the passenger cabin 201 and the second crew room 202.
- the first indoor door 103 and the second indoor door 203 have the same configuration, and the attached lock device 1 also has the same configuration.
- the lock device 1 attached to the first indoor door 103 and the second indoor door 203 will be described.
- the first indoor door 103 and the second indoor door 203 are open doors, and the door is configured to be opened on the guest room side.
- an instruction for transmitting an electrical signal (instruction signal) to the second indoor door 203 (specifically, the lock device 1) that divides the second crew room 202, which is another crew room, and the cabin 201.
- Portion 102a is arranged.
- an electric signal may be able to be output from the first crew room 102 to another crew room of the same rail vehicle 100, or an electric signal is output to a crew room of another rail car other than the rail cars 100 and 200. It may be possible.
- the contents of the electrical signal output by operating the instruction unit 102a will be described later.
- FIG. 2 is a perspective view of the lock device 1 as viewed from the cabin side.
- FIG. 3 is a perspective view of the inside of the lock device 1 as viewed from the cabin side.
- FIG. 4 is a view showing a flow in which the lock device 1 is unlocked by the first operation unit 10.
- the knob 31 and the ring portion 32 are indicated by a chain line in order to make the other members easily visible, and a member hidden in the knob 31 or the like is also displayed.
- the lock device 1 provided in the 2nd indoor door 203 is demonstrated.
- a door frame 110 for attaching a second indoor door 203 is formed on a wall that divides the cabin 201 and the second crew room 202.
- the door frame 110 is formed with a member for attaching the rotation axis of the second indoor door 203 which is a door, a lock hole 111 and the like.
- the dead bolt 60 includes a base portion 61 and a tip portion 62.
- the base 61 is disposed inside the housing 2 of the lock device 1.
- the base portion 61 is biased toward the lock hole 111 by the second elastic member 69.
- the second elastic member 69 is disposed at the end of the base portion 61 opposite to the lock hole 111.
- the elastic member The position of may be different.
- a slide hole 63 is formed in the base portion 61.
- the slide hole 63 is a long groove-like hole, and the longitudinal direction of the slide hole 63 is the same as the insertion and removal direction.
- the tip end portion 62 is a portion formed at an end portion of the base portion 61 on the lock hole 111 side.
- the distal end portion 62 of the dead bolt 60 is inserted into the lock hole 111 so that the second indoor door 203 is locked.
- the second indoor door 203 is automatically closed by closing the second indoor door 203 if external force is not applied by urging the dead bolt 60 (base portion 61) to the lock hole 111 side. Is locked.
- the sliding of a member such as the dead bolt 60 in the direction toward the lock hole 111 is referred to as sliding on the locking side, and the sliding of the member such as the dead bolt 60 in the direction away from the lock hole 111 is unlocked. It is called sliding to the side.
- the tip portion 62 has both the cabin side and the crew room side when viewed from above Curved in With this configuration, when the second indoor door 203 is closed, the distal end portion 62 slides toward the unlocking side by gradually receiving a force from the door frame 110. Thereafter, the distal end portion 62 comes into contact with the lock hole 111, so that no force is received from the door frame 110. Therefore, the distal end portion 62 is slid to the locking side by the biasing force of the second elastic member 69 and inserted into the lock hole 111. As a result, the second indoor door 203 is locked.
- the shape of the distal end portion 62 is not limited to a curved shape, and may be an inclined shape such as a substantially isosceles triangle.
- a step is formed at the boundary between the base portion 61 and the tip portion 62.
- a receiving surface 64 facing the lock hole 111 is formed at the boundary between the base portion 61 and the tip portion 62.
- the receiving surface 64 is perpendicular to the insertion and removal direction, but may not be vertical.
- the dead bolt 60 can be slid to the unlocking side by the receiving surface 64 being pressed to the unlocking side by a force stronger than the biasing force of the second elastic member 69.
- the housing portion 2 of the lock device 1 is provided with two parallel guide plates 2a extending in the insertion and removal direction. Since the guide plate 2 a is fixed to the housing 2, the position of the guide plate 2 a does not change even if either the transmission member 50 or the dead bolt 60 slides.
- the transmission member 50 transmits the force applied by the person who unlocks the second indoor door 203 (hereinafter, operating force) to the dead bolt 60 (specifically, the receiving surface 64), thereby unlocking the dead bolt 60. Slide to Therefore, although the movable range is restricted by the transmission member 50 being sandwiched between the bottom plate and the top plate of the housing 2 and the two guide plates 2a, the transmission member 50 can slide in the insertion / removal direction.
- the transmission member 50 includes a first protrusion 51, a second protrusion 52, a contact portion 53, and a slide pin 54.
- the first protrusion 51 and the second protrusion 52 are portions extending in a direction inclined with respect to the insertion / removal direction (specifically, a direction perpendicular to the insertion / removal direction).
- the surfaces of the first protrusion 51 and the second protrusion 52 facing the lock hole 111 are formed, and the above operation force is received from this surface.
- the contact portion 53 is a surface facing the opposite side to the lock hole 111, and is configured to be able to contact at least a part of the receiving surface 64.
- the operation force received by the transmission member 50 from the first projection 51 or the second projection 52 is transmitted to the receiving surface 64 via the contact portion 53. Thereby, the dead bolt 60 can be slid to the unlocking side using the operation force.
- the slide pin 54 is inserted into the slide hole 63 described above, and the slide pin 54 slides along the slide hole 63 by the dead bolt 60 sliding relative to the transmission member 50.
- the slide pin 54 and the slide hole 63 also function as a stopper that prevents the relative displacement of the dead bolt 60 relative to the transmission member 50 (that defines the slide range).
- the transmission member 50 is biased toward the lock hole 111 by the two first elastic members 59.
- the first elastic member 59 is disposed at the end of the transmission member 50 opposite to the lock hole 111. However, if the first elastic member 59 is biased in the direction toward the lock hole 111, the elastic member The position of may be different. Further, the number of first elastic members 59 is not limited to two, and may be one or three or more.
- the operation force is dead by any of the key cylinder 11 provided to be operable from the passenger cabin side, the paddle 21 provided to be operable from the passenger cabin side, and the knob 31 provided to be operable from the passenger cabin side.
- the second indoor door 203 is unlocked by being transmitted to the bolt 60.
- the key cylinder 11 is a part of the first operation unit 10
- the paddle 21 is a part of the second operation unit 20
- the knob 31 is a part of the third operation unit 30.
- the first operation unit 10 includes a key cylinder 11, a first pressing unit 14, and a guide pin 15.
- the key cylinder 11 has a substantially cylindrical shape, and can be rotated with an axial direction (key insertion direction) of the key cylinder 11 as a rotation axis by inserting a key having a predetermined shape. Further, as shown in FIG. 2, the key insertion hole 12 is formed in the key cylinder 11, and a key owned by a crew can be inserted.
- the first pressing portion 14 is a portion that protrudes outward in the radial direction of the key cylinder 11 (a side approaching the transmission member 50, the dead bolt 60, and the like).
- the first pressing portion 14 rotates integrally with the key cylinder 11.
- the first pressing portion 14 is located closer to the lock hole 111 than the first protrusion 51. Further, the first pressing portion 14 is provided so as to be able to press the first projection 51 toward the unlocking side by a pressing surface facing the opposite side to the lock hole 111.
- the biasing force of the second elastic member 69 or the like causes the first pressing portion 14 to press and move the first protrusion 51 toward the unlocking side by the operation force transmitted from the key cylinder 11.
- the transmission member 50 and the dead bolt 60 can be slid to the unlocking side (unlocking operation by the first operation unit 10). Thereby, the second indoor door 203 can be unlocked.
- the position of the upper first operation unit 10 in FIG. 4 is referred to as a locking position, and the position of the first operation unit 10 in the lower side of FIG. 4 is referred to as an unlocking position.
- the key is removed from the first operation unit 10, and the biasing force of the first elastic member 59 and the second elastic member 69 causes the first pressing unit 14 to
- the 1st operation part 10 returns to a locked position by being pressed from the 1 projection part 51 to the lock side.
- the dead bolt 60 slides to the lock side.
- the second indoor door 203 is closed, so that the dead bolt 60 receives a force from the door frame 110 and slides to the unlocking side as described above, and then slides again to the locking side to lock the tip portion 62 By being inserted into the hole 111, the second indoor door 203 is automatically locked.
- the guide pin 15 is provided outside the key cylinder 11 in the radial direction.
- the longitudinal direction of the guide pin 15 is parallel to the rotation axis of the key cylinder 11. Further, the guide pin 15 is fixed to a plate-like member extending in the radial direction from the key cylinder 11. Accordingly, the guide pin 15 rotates integrally with the key cylinder 11.
- the guide pin 15 is provided to interlock the first operation unit 10 with the third operation unit 30 (details will be described later).
- the second operation unit 20 includes a paddle 21, a torsion spring 22, and a second pressing unit 23.
- the paddle 21 is a pressing operation member for unlocking the second indoor door 203 when a person presses it.
- the paddle 21 has a plate-like shape, and one end of the paddle 21 is rotatably attached to the upper part of the surface on the crew room side of the housing 2. Further, in the vicinity of the rotational axis of the paddle 21, a torsion spring 22 is provided which applies an urging force to the paddle 21 in the rotational direction. In a state where no force is applied to the paddle 21, the torsion spring 22 urges the tip of the paddle 21 (lower end, end remote from the rotation axis) away from the second indoor door 203. give.
- the tip end of the paddle 21 is separated from the housing 2 as shown by a solid line in FIG.
- the driver presses the paddle as shown by a chain line in FIG. After the driver releases the paddle 21, the position of the paddle 21 is automatically returned to the original position by the biasing force of the torsion spring 22.
- a second pressing portion 23 is formed on the surface of the paddle 21 on the side of the housing 2.
- the second pressing portion 23 is positioned closer to the lock hole 111 than the second protrusion 52. Further, the second pressing portion 23 is provided so as to be able to press the second protrusion 52 by a pressing surface facing the opposite side to the lock hole 111.
- the 2nd press part 23 is the shape protruded toward the housing
- the second pressing portion 23 is configured to have an inclined surface such that the size in the width direction (the insertion and removal direction of the dead bolt 60) increases as the surface on the second projection 52 side approaches the paddle 21 side (base end side). It is done.
- the second projection 52 described above is also configured to have an inclined surface so that the size in the width direction (the insertion and removal direction of the dead bolt 60) increases as it approaches the paddle 21 side (base end side). .
- the inclined surface of the second pressing portion 23 and the inclined surface of the second projection 52 By sliding, the transmission member 50 and the dead bolt 60 can be slid to the unlocking side against the biasing force of the second elastic member 69 and the like (unlocking operation by the second operation unit 20). Thereby, the second indoor door 203 can be unlocked.
- the position of the upper second operation unit 20 in FIG. 5 is referred to as a locking position
- the position of the second operation unit 20 in the lower side of FIG. 5 is referred to as an unlocking position.
- the driver is released from the paddle 21 in order to move to the passenger cabin 101.
- the position of the paddle 21 returns to the original position by the biasing force of the torsion spring 22.
- the dead bolt 60 slides to the lock side.
- the second indoor door 203 is opened on the passenger cabin side, but the second indoor door 203 may be opened on the crew room side when the paddle 21 is pulled.
- the first pressing portion 14 and the first projecting portion 51 are configured to be separable, even if the first operation portion 10 is in the locking position (the key cylinder 11 is broken due to mischief etc. Even if it can not be performed, the unlocking operation by the second operation unit 20 can be performed.
- the paddle 21 can simultaneously unlock and open the first indoor door 103 simply by pressing, the paddle 21 can move from the first crew room 102 to the cabin 101 in a short time, for example, in an emergency.
- the second pressing portion 23 and the second projection 52 are configured to be separable, the unlocking operation by the first operation portion 10 is performed regardless of whether or not the second operation portion 20 is in the locking position. It can be performed.
- the unlocking operation by the first operation unit 10 and the second operation unit 20 can be performed independently.
- the third operation unit 30 includes a knob 31, a ring portion 32, a rotation plate 33, a restriction member 34, and a solenoid (electric actuator) 35.
- the knob 31 is an outer surface of the housing 2 and is provided so as to be exposed to the passenger cabin side.
- the knob 31 is a manual operation member operated by a person with a finger or a hand.
- the knob 31 is an operation member which is gripped by a finger or gripped and operated by a hand.
- the rotation center of the knob 31 is the same as that of the key cylinder 11.
- the ring portion 32 is fixed to the knob 31. Therefore, the knob 31 and the ring portion 32 rotate integrally.
- the ring portion 32 is ring-shaped when viewed along the rotation axis of the key cylinder 11.
- the key cylinder 11 is inserted in a circular space inside the ring portion 32.
- the knob 31 and the key cylinder 11 are not fixed, and the key cylinder 11 and the ring portion 32 rotate independently at least in a predetermined angle range.
- the pivoting plate 33 is configured to rotate integrally with the knob 31 and the ring portion 32.
- the pivot plate 33 is formed with a guide hole 33 a into which the above-described guide pin 15 can be inserted.
- the guide hole 33 a is a hole having a shape along the rotation trajectory of the guide pin 15.
- the unlocking operation by the first operation unit 10 can be performed only by moving the guide pin 15 in the guide hole 33a.
- the shape and position of the guide hole 33a are adjusted. With this configuration, as shown in FIG. 4, it is possible to prevent the third operation unit 30 from restricting the unlocking operation by the first operation unit 10.
- a contact pin 33 b is formed on the rotating plate 33. The contact pin 33 b protrudes in the rotation axis direction of the pivot plate 33.
- the restricting member 34 includes a restricting pin 34 a and a housing 34 b.
- the restriction pin 34a is an elongated member formed to project from the housing 34b to the side of the rotary plate 33 (the side of the key cylinder 11).
- the housing 34 b is configured to be movable in the direction toward and away from the pivot plate 33.
- a solenoid 35 is disposed on the opposite side of the rotation plate 33 with the restriction member 34 interposed therebetween.
- the solenoid 35 can slide the movable core in accordance with the electrical signal based on the above-described instruction unit 102a.
- the restricting member 34 is fixed to the movable core of the solenoid 35. With this configuration, by sliding the movable core of the solenoid 35, the restriction member 34 (the restriction pin 34a) can be slid accordingly.
- the solenoid 35 is a self-holding type solenoid that requires an electric signal only when moving the movable core, and holds the position regardless of the presence or absence of the power after moving the movable core to a predetermined position.
- the limit switch 40 includes a main body portion 41 and an arm portion 42.
- the arm portion 42 is rotatably attached to the main body portion 41.
- a roller is attached to the tip of the arm portion 42.
- the arm portion 42 is disposed such that the roller is in contact with the upper surface of the regulating member 34 (housing 34 b). Further, a step is formed on the upper surface of the regulating member 34. By the restriction member 34 sliding, the arm portion 42 on the upper surface passes through the step.
- the rotation angle of the arm portion 42 is different between the state in which the arm portion 42 is in contact with the upper side of the step of the regulating member 34 and the state in which the arm portion 42 is in the lower side of the step.
- the limit switch 40 can detect whether the arm portion 42 is above or below the step of the regulating member 34.
- the control device (not shown) controls the position of the movable core of the solenoid 35 based on the detection result of the limit switch 40 to move the restricting member 34 to the proximity position or the separation position and hold it at either position. it can.
- the regulating member 34 when the regulating member 34 is in the close position (position close to the pivot plate 33), the downward direction of the contact pin 33 b (rotational direction at the time of unlocking operation of the third operation portion 30) On the downstream side, the restriction pin 34a is located. In this case, even if a force is applied to the knob 31, the contact pin 33b and the restriction pin 34a interfere with each other, so the second indoor door 203 can not be unlocked. Thereby, the operation of the knob 31 by the passenger can be prevented (that is, the unlocking operation by the third operation unit 30 is restricted).
- the driver operates the instruction unit 102a. To move the solenoid 35.
- the restricting member 34 is moved to the close position.
- the lower surface of the restriction pin 34a is an inclined surface. Specifically, it is inclined (it may be curved) so that the amount of protrusion increases as it approaches the upper side (the direction of rotation toward the locking side).
- the restricting pin 34a is biased toward the pivoting plate 33 by a spring (not shown).
- the restricting member 34 resists the urging force and approaches the separated position by receiving the rotation by the urging force of the contact pin 33 b. Thereafter, as shown in the lower side view of FIG. 8, when the contact pin 33 b passes over the control pin 34 a, the control pin 34 a again protrudes due to the biasing force. As a result, the unlocking operation by the knob 31 can not be performed. As described above, even if the third operation unit 30 is in the unlocking position at the timing when the restricting member 34 moves to the close position, the third operation unit 30 can be automatically moved to the locking position without any problem. .
- the unlocking operation can be performed by the first operation unit 10.
- the first pressing portion 14 and the first projection 51 are configured to be separable, the second operation is performed even when the third operation portion 30 is at the locking position and the unlocking operation is restricted by the restricting member 34.
- the unlocking operation can be performed by the unit 20.
- the unlocking operation by the first operation unit 10 and the unlocking operation by the second operation unit 20 can be performed independently of the third operation unit 30.
- FIG. 9 is a schematic view showing a lock device 1 for a railway vehicle according to a second embodiment.
- the same or similar members as or to those of the first embodiment may be denoted by the same reference numerals in the drawings, and the description thereof may be omitted.
- the inclined surface of the second pressing portion 23 presses the inclined surface of the second protrusion 52 by pressing the paddle 21.
- the operation force by pressing the paddle 21 may be transmitted to the transmission member 50 through the power transmission mechanism 71 including a gear.
- the bevel gear is used to change the direction of rotational movement, and the rack and pinion mechanism converts the rotational movement to linear movement.
- the configuration shown in FIG. 9 is an example, and power may be transmitted using another gear.
- the operation force by the rotation of at least one of the key cylinder 11 and the knob 31 is also transmitted to the transmission member 50 via the power transmission mechanism 72 including a gear.
- the power transmission mechanism 72 is operated by the rotation of at least one of the key cylinder 11 and the knob 31. It has a mechanism for transmitting to the transmission member 50 but not transmitting the force due to the movement of the transmission member 50 due to the pressure of the paddle 21 to the key cylinder 11 and the knob 31. The same applies to the power transmission mechanism 71.
- FIG. 10 is a schematic view showing a lock device 1 for a railway vehicle according to a third embodiment.
- a wire mechanism 73 is provided for transmitting the operation force by pressing the paddle 21 to the transmission member 50 via a wire. Specifically, by attaching the wire at a position away from the rotation axis of the paddle 21, the wire can be pulled along with the rotation of the paddle 21. By changing the direction of this force, the operation force can be transmitted to the transmission member 50 as a linear motion.
- the unlocking operation is performed by the first operation unit 10 or the third operation unit 30, the first operation unit 10 is operated even when the second operation unit 20 is in the locked position, since the wire is only slackened.
- the unlocking operation can be performed by the third operation unit 30.
- FIG. 11 is a schematic view showing the railcar lock device 1 of the fourth embodiment.
- the rotation axes of the key cylinder 11 and the knob 31 are the same, but as shown in the fourth embodiment, the rotation axes may be different. However, it is preferable that the knob 31 be configured not to rotate when the key cylinder 11 rotates, and that the key cylinder 11 rotate when the knob 31 rotates. In the example shown in FIG. 11, the diameter, the arrangement, and the teeth of teeth are formed for the gear 75 rotating integrally with the key cylinder 11 and the gear 76 rotating integrally with the knob 31 so as to operate in this manner. Scope is defined.
- the railcar lock device 1 configured as described above is provided with a configuration including the dead bolt 60, the first operation unit 10, and the second operation unit 20.
- the dead bolt 60 locks the indoor doors 103 and 203 by being inserted into a lock hole 111 formed in the door frame 110 to which the indoor doors 103 and 203 are attached by a biasing force.
- the first operation unit 10 is disposed on the cabin side of the indoor door 103, 203, and is switched between a locking position for locking the indoor door 103, 203 and an unlocking position for unlocking the indoor door 103, 203. By switching to the unlocking position, the dead bolt 60 is moved against the biasing force to perform the unlocking operation.
- the second operation unit 20 is disposed on the crew room side of the indoor doors 103 and 203, and moves the dead bolt 60 against the biasing force to perform the unlocking operation independently of the first operation unit 10. .
- the railway vehicle lock device 1 further includes a third operation unit 30.
- the third operation unit 30 is disposed on the guest room side of the indoor doors 103 and 203, and unlocks the indoor doors 103 and 203 and a locking position for locking the indoor doors 103 and 203 independently of the second operation unit 20.
- the dead bolt 60 is switched between the unlocking position and the unlocking position, and the dead bolt 60 is moved against the biasing force to perform the unlocking operation.
- the third operation unit 30 includes a restriction member 34 and a solenoid 35.
- the regulating member 34 regulates the switching from the locking position to the unlocking position by regulating the access to the dead bolt 60.
- the solenoid 35 receives a signal from the outside and moves the regulating member 34 to release the regulation.
- whether or not the third operation unit 30 can be unlocked can be switched from the outside, so that it is possible to move passengers from the passenger cabins 101 and 201 when necessary while improving the crime prevention.
- the second operation unit 20 can perform the unlocking operation even when the first operation unit 10 and the third operation unit 30 are positioned at the locking position.
- the railway car lock device 1 further includes a second elastic member 69 and the transmission member 50.
- the second elastic member 69 applies a biasing force to the dead bolt 60 to slide it toward the lock hole 111.
- the transmission member 50 includes a plurality of protrusions (a first protrusion 51 and a second protrusion 52) that receive a force from the first operation unit 10, the second operation unit 20, and the third operation unit 30, and a dead bolt 60. And a contact portion 53 which comes into contact, and transmits a force for moving the dead bolt 60 against the biasing force via the projection and the contact portion 53 by the unlocking operation by each operation portion.
- the unlocking operation can be performed independently at each operation unit with a simple configuration.
- the paddle 21 which is a member for performing an operation for pushing by hand is described as an example, but a member other than the paddle 21 (by hand It may be a member that performs a turning operation, a member that performs a pulling operation), specifically, a handle or a knob.
- the knob which is the member for performing the operation of holding and turning by hand is described as an example.
- a member other than a knob a member that performs an operation by a hand, a member that performs an operation by a hand
- a handle, a knob or the like.
- the limit switch 40 is used to detect the position of the movable core of the solenoid 35.
- the contact sensor is disposed on one of the member moving with the movable core of the solenoid 35 (for example, the regulating member 34) and the member not moving with the movable core (for example the case of the solenoid 35), and the contact member is disposed on the other.
- the position of the movable core of the solenoid 35 can be detected by transmitting a signal at the timing when the contact member contacts the contact sensor.
- the electric actuator for moving the restriction member 34 is not limited to the solenoid 35, and may be, for example, a mechanism combining an electric motor and a mechanism (ball screw or the like) that switches rotational motion to linear motion.
- the electric motor can be controlled using a limit switch or a contact sensor.
- these sensors may be omitted by controlling the amount of rotation using a servomotor or the like as the electric motor.
- the door is described as an example, but it may be a sliding door.
- the dead bolt since the dead bolt normally rotates, it is preferable to transmit the operating force as the rotational motion in order to switch between locking and unlocking.
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Abstract
This lock device for railway vehicles is configured so as to lock and unlock a door which is provided between a passenger compartment and a crew compartment of a railway vehicle. The lock device for railway vehicles is provided with a deadbolt, a first operating section, and a second operating section. The deadbolt locks the door when inserted by urging force into a lock hole formed in a door frame to which the door is mounted. The first operating section is disposed on the passenger compartment side of the door and is switched between a locking position at which the door is locked and an unlocking position at which the door is unlocked. When the first operating section is switched to the unlocking position, the deadbolt moves against biasing force to perform unlocking operation. The second operating section is disposed on the crew compartment side of the door and moves, independently of the first operating section, the deadbolt against biasing force to perform unlocking operation.
Description
本発明は、主として、鉄道車両に設けられる扉の施錠及び解錠を行う鉄道車両用錠装置に関する。
BACKGROUND OF THE INVENTION Field of the Invention The present invention relates mainly to a lock device for a railway vehicle that locks and unlocks a door provided on the railway vehicle.
特許文献1には、鉄道車両の運転室と客室とを仕切る扉(室内扉)に設けられる錠装置が開示されている。扉の運転室側には内ハンドルが設けられている。内ハンドルを回動させることで扉を解錠することができる。扉の客室側にはシリンダ錠が設けられており、鍵を用いることで扉を解錠することができる。
Patent Document 1 discloses a lock device provided on a door (indoor door) that divides a driver's cab of a railway vehicle from a passenger compartment. An inner handle is provided on the cab side of the door. The door can be unlocked by rotating the inner handle. A cylinder lock is provided on the passenger compartment side of the door, and the door can be unlocked by using a key.
特許文献1では、運転士のみが乗務する、いわゆるワンマン車両の運転室と客室との仕切壁の扉に設けられた錠装置が記載されている。かかる錠装置は、客室側からは乗務員が所有する鍵がないと解錠できないが、非常時には乗客が自ら、客室側にあるカバーを開放してノブを操作することにより扉を解錠し運転室から車外に脱出することができる。しかし、例えば悪戯等により、扉が解放されたりすることによって運転室内に侵入され運転室内の機器等が破損される可能性がある。
Patent Document 1 describes a lock device provided on a door of a partition wall between a driver's cab of a so-called one-man vehicle and a passenger cabin, which only a driver gets on board. Such a lock device can not be unlocked from the cabin side without a key owned by the crew, but in an emergency the passenger unlocks the door by operating the knob by opening the cover on the cabin side and operating the cab You can escape from the car. However, there is a possibility that, for example, the door is opened due to a mischief or the like, the vehicle is intruded into the driver's cab and the equipment and the like in the driver's cab are damaged.
また、鉄道車両の扉の錠装置においては、運転士が緊急時に速やかに避難できるような構造が要求される。更に、ワンマン運転が行われる鉄道車両においては、緊急時等に、運転士が不在の運転室の扉を遠隔操作によって解錠しなければならない場合もある。
Moreover, in the lock device of the door of a rail car, the structure where an operator can evacuate quickly at the time of emergency is required. Furthermore, in the case of a railway vehicle in which one-man driving is performed, it may be necessary to remotely unlock the door of the driver's cab in the absence of the driver in an emergency or the like.
本発明は以上の事情に鑑みてされたものであり、その主要な目的は、鉄道車両の客室と乗務員室との間に設けられる扉の施錠及び解錠を行う鉄道車両用錠装置を提供することにあり、特に、非常時に確実に扉を解錠できるとともに、一度、解錠した場合であっても、非常時以外においては確実に扉が施錠される鉄道車両用錠装置を提供することにある。
The present invention has been made in view of the above circumstances, and its main object is to provide a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle. In particular, it is possible to provide a lock device for a railway vehicle in which the door can be securely locked in an emergency and the door can be locked reliably except in an emergency even when the door is unlocked once. is there.
本発明の解決しようとする課題は以上の如くであり、次にこの課題を解決するための手段とその効果を説明する。
The problem to be solved by the present invention is as described above, and next, means for solving the problem and its effect will be described.
本発明の観点によれば、鉄道車両の客室と乗務員室との間に設けられる扉の施錠及び解錠を行う構成の鉄道車両用錠装置において、デッドボルトと、第1操作部と、第2操作部と、を備える構成が提供される。前記デッドボルトは、前記扉が取り付けられる扉枠に形成された錠穴に付勢力により挿入されることで前記扉を施錠する。前記第1操作部は、前記扉の客室側に配置されており、前記扉を施錠する施錠位置と前記扉を解錠する解錠位置との間で切り替えられ、解錠位置への切替えにより前記付勢力に抗して前記デッドボルトが移動して解錠操作を行う。前記第2操作部は、前記扉の乗務員室側に配置されており、前記第1操作部から独立して、前記付勢力に抗して前記デッドボルトを移動させて解錠操作を行う。
According to an aspect of the present invention, in a railway vehicle lock device configured to lock and unlock a door provided between a passenger compartment of a railway vehicle and a passenger compartment, a dead bolt, a first operation unit, and a second operation unit. And a control unit. The dead bolt locks the door by being inserted by a biasing force into a lock hole formed in a door frame to which the door is attached. The first operation unit is disposed on the cabin side of the door, and is switched between a locking position for locking the door and an unlocking position for unlocking the door, and the switching to the unlocking position is performed by the switching to the unlocking position. The dead bolt moves against the biasing force to perform the unlocking operation. The second operation unit is disposed on the crew room side of the door, and independently of the first operation unit, moves the dead bolt against the biasing force to perform the unlocking operation.
これにより、客室側の第1操作部が施錠位置と解錠位置の何れの場合であっても、乗務員室側の第2操作部の操作により扉を開けることができる。従って、客室側の第1操作部が悪戯又は事故等により破損した場合であっても、乗務員が客室側に簡単かつ短時間で移動できる。また、デッドボルトには付勢力が作用しているので、一度、解錠した場合であっても確実に施錠することができる。
Thus, the door can be opened by the operation of the second operation unit on the passenger compartment side even if the first operation unit on the passenger cabin side is in either the locking position or the unlocking position. Therefore, even if the first operation unit on the cabin side is damaged due to a mischief or an accident, the crew can move to the cabin side easily and in a short time. In addition, since the biasing force acts on the dead bolt, even if it is unlocked once, it can be locked securely.
本発明によれば、鉄道車両の客室と乗務員室との間に設けられる扉の施錠及び解錠を行う鉄道車両用錠装置に特に適した構成を提供できる。
According to the present invention, it is possible to provide a configuration particularly suitable for a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle.
次に、図面を参照して本発明の第1実施形態を説明する。後述するように本実施形態の鉄道車両用錠装置は、客室側から施錠及び解錠が可能な第1操作部と、乗務員室側から解錠可能な第2操作部と、遠隔操作により電動アクチュエータを動作させて規制を解除することで施錠及び解錠が可能な第3操作部とを備えている。これらは独立して解錠操作が可能であり、一度、解錠された場合であっても再び自動的に施錠される点に特徴がある。以下、詳細について説明する。
Next, a first embodiment of the present invention will be described with reference to the drawings. As described later, the lock device for a railway vehicle according to the present embodiment includes a first operation unit capable of locking and unlocking from the passenger cabin side, a second operation unit capable of unlocking from the crew cabin side, and an electric actuator by remote control. And a third operation portion capable of locking and unlocking by releasing the restriction. These are characterized in that they can be unlocked independently and are automatically locked again even if they are unlocked once. Details will be described below.
初めに、図1を参照して、鉄道車両用錠装置(以下、錠装置)1が設けられる箇所について簡単に説明する。図1は、第1実施形態の錠装置1が配置される鉄道車両100の概略室内断面図である。
First, with reference to FIG. 1, a place where a lock device for railway vehicle (hereinafter, lock device) 1 is provided will be briefly described. FIG. 1 is a schematic indoor sectional view of a railway vehicle 100 in which the lock device 1 of the first embodiment is disposed.
鉄道車両100,200には、客室101,201と、第1乗務員室102と、第2乗務員室202と、がそれぞれ設けられている。客室101,201は、乗客が乗車するための部分である。第1乗務員室102,第2乗務員室202は、鉄道車両100,200の車長方向の一端に設けられている。第1室内扉103、第2室内扉203は、客室101,201と、第1乗務員室102,第2乗務員室202との仕切り壁に設けられている。また、乗務員室とは、乗務員が鉄道車両の運行に関する作業を行ったり、乗務員が待機したりするために設けられた空間である。従って、乗務員室には、機器室も含まれる。
The railcars 100 and 200 are provided with passenger cabins 101 and 201, a first crew room 102, and a second crew room 202, respectively. The cabins 101 and 201 are parts for passengers to get on. The first crew member room 102 and the second crew member room 202 are provided at one end of the railcars 100 and 200 in the vehicle length direction. The first indoor door 103 and the second indoor door 203 are provided on the partition walls between the passenger cabins 101 and 201 and the first crew room 102 and the second crew room 202. In addition, the crew room is a space provided for crew members to work on the operation of a railway vehicle or for crew members to stand by. Thus, the crew room also includes the equipment room.
本実施形態では、一例として第1乗務員室102にいる運転士(乗務員)が鉄道車両100を運転し、鉄道車両200には乗務員がいない、いわゆるワンマン運転であることを想定している。ただし、錠装置1が用いられる鉄道車両100,200の運行形態は特に限定されず、鉄道車両100のみの運行や、3両以上の運行、1両に2人以上、又は1編成で2人以上の乗務員がいる状況で運行されるような鉄道車両にも錠装置1は適用可能である。また、鉄道車両100,200における客室101,201と第1乗務員室102,第2乗務員室202のレイアウトは、本実施形態とは異なっていてもよい。
In this embodiment, it is assumed that the driver (crew member) in the first crew room 102 operates the railcar 100 and there is no crew member in the railcar 200, that is, so-called one-man driving. However, the operation mode of the railcar 100, 200 in which the lock device 1 is used is not particularly limited, and the operation of the railcar 100 alone, the operation of three or more, two or more persons in one, or two or more persons in one formation The lock device 1 is also applicable to a railway vehicle that is operated in the presence of a crew member. The layouts of the passenger cabins 101 and 201, the first crew room 102, and the second crew room 202 in the railcars 100 and 200 may be different from those in this embodiment.
客室101と第1乗務員室102の間には第1室内扉103が設けられている。また、客室201と第2乗務員室202の間には第2室内扉203が設けられている。第1室内扉103と第2室内扉203は同じ構成であり、取り付けられる錠装置1も同じ構成である。以下では第1室内扉103及び第2室内扉203に取り付けられる錠装置1について説明する。
A first indoor door 103 is provided between the cabin 101 and the first crew room 102. In addition, a second indoor door 203 is provided between the passenger cabin 201 and the second crew room 202. The first indoor door 103 and the second indoor door 203 have the same configuration, and the attached lock device 1 also has the same configuration. Hereinafter, the lock device 1 attached to the first indoor door 103 and the second indoor door 203 will be described.
また、本実施形態では、第1室内扉103,第2室内扉203は開き戸であり、客室側に扉が開く構成である。第1乗務員室102には、他の乗務員室である第2乗務員室202と客室201を仕切る第2室内扉203(詳細には錠装置1)へ電気信号(指示信号)を送信するための指示部102aが配置されている。なお、第1乗務員室102から、同じ鉄道車両100の他の乗務員室へ電気信号を出力可能であってもよいし、鉄道車両100,200以外の他の鉄道車両の乗務員室へ電気信号を出力可能であってもよい。なお、指示部102aを操作することで出力される電気信号の内容は後述する。
Further, in the present embodiment, the first indoor door 103 and the second indoor door 203 are open doors, and the door is configured to be opened on the guest room side. In the first crew room 102, an instruction for transmitting an electrical signal (instruction signal) to the second indoor door 203 (specifically, the lock device 1) that divides the second crew room 202, which is another crew room, and the cabin 201. Portion 102a is arranged. In addition, an electric signal may be able to be output from the first crew room 102 to another crew room of the same rail vehicle 100, or an electric signal is output to a crew room of another rail car other than the rail cars 100 and 200. It may be possible. The contents of the electrical signal output by operating the instruction unit 102a will be described later.
次に、図2から図4を参照して、錠装置1の構成について説明する。図2は、錠装置1を客室側から見た斜視図である。図3は、錠装置1の内部を客室側から見た斜視図である。なお、図3ではパドル21等の図示を省略している。図4は、第1操作部10により錠装置1が解錠される流れを示す図である。図4から図8では、他の部材を見え易くするためにツマミ31及びリング部32を鎖線で記載し、ツマミ31等に隠れる部材も表示している。また、以下では第2室内扉203に設けられる錠装置1について説明する。
Next, the configuration of the lock device 1 will be described with reference to FIGS. 2 to 4. FIG. 2 is a perspective view of the lock device 1 as viewed from the cabin side. FIG. 3 is a perspective view of the inside of the lock device 1 as viewed from the cabin side. In addition, illustration of the paddle 21 grade | etc., Is abbreviate | omitted in FIG. FIG. 4 is a view showing a flow in which the lock device 1 is unlocked by the first operation unit 10. In FIG. 4 to FIG. 8, the knob 31 and the ring portion 32 are indicated by a chain line in order to make the other members easily visible, and a member hidden in the knob 31 or the like is also displayed. Moreover, below, the lock device 1 provided in the 2nd indoor door 203 is demonstrated.
客室201と第2乗務員室202との間を仕切る壁部には、図4に示すように、第2室内扉203を取り付けるための扉枠110が形成されている。扉枠110には、開き戸である第2室内扉203の回転軸を取り付けるための部材や、錠穴111等が形成されている。第2室内扉203が閉められた状態で錠装置1が備えるデッドボルト60が錠穴111に挿入されることで、第2室内扉203の開閉が規制されて第2室内扉203が施錠される。一方、デッドボルト60が錠穴111から抜けることで、第2室内扉203の開閉が規制されなくなるため、第2室内扉203が解錠される。以下では、デッドボルト60の挿抜方向を単に「挿抜方向」と称する。本実施形態では、デッドボルト60の長手方向と挿抜方向は一致する。
As shown in FIG. 4, a door frame 110 for attaching a second indoor door 203 is formed on a wall that divides the cabin 201 and the second crew room 202. The door frame 110 is formed with a member for attaching the rotation axis of the second indoor door 203 which is a door, a lock hole 111 and the like. With the second indoor door 203 closed, the dead bolt 60 provided in the lock device 1 is inserted into the lock hole 111, thereby restricting the opening and closing of the second indoor door 203 and locking the second indoor door 203. . On the other hand, since the opening and closing of the second indoor door 203 is not restricted by the dead bolt 60 coming out of the lock hole 111, the second indoor door 203 is unlocked. Hereinafter, the insertion / removal direction of the dead bolt 60 is simply referred to as “insertion / removal direction”. In the present embodiment, the longitudinal direction of the dead bolt 60 coincides with the insertion and removal direction.
具体的には、デッドボルト60は、ベース部61と、先端部62と、を備える。ベース部61は錠装置1の筐体部2の内部に配置されている。ベース部61は、第2弾性部材69により錠穴111側に付勢されている。本実施形態では、ベース部61のうち錠穴111の反対側の端部に第2弾性部材69が配置されているが、錠穴111に向かう方向に付勢されているのであれば、弾性部材の位置は異なっていてもよい。また、ベース部61には、スライド穴63が形成されている。スライド穴63は長溝状の穴であり、スライド穴63の長手方向は、挿抜方向と同じである。
Specifically, the dead bolt 60 includes a base portion 61 and a tip portion 62. The base 61 is disposed inside the housing 2 of the lock device 1. The base portion 61 is biased toward the lock hole 111 by the second elastic member 69. In the present embodiment, the second elastic member 69 is disposed at the end of the base portion 61 opposite to the lock hole 111. However, if the second elastic member 69 is biased in the direction toward the lock hole 111, the elastic member The position of may be different. Further, a slide hole 63 is formed in the base portion 61. The slide hole 63 is a long groove-like hole, and the longitudinal direction of the slide hole 63 is the same as the insertion and removal direction.
先端部62は、ベース部61の錠穴111側の端部に形成されている部分である。デッドボルト60のうち先端部62が錠穴111に挿入されることで第2室内扉203が施錠される。また、デッドボルト60(ベース部61)が錠穴111側に付勢されることで、外力が掛かっていない場合であれば、第2室内扉203を閉めることで自動的に第2室内扉203が施錠される。以下では、デッドボルト60等の部材が錠穴111に近づく方向へスライドすることを施錠側にスライドする等と称し、デッドボルト60等の部材が錠穴111から離れる方向へスライドすることを解錠側にスライドする等と称する。
The tip end portion 62 is a portion formed at an end portion of the base portion 61 on the lock hole 111 side. The distal end portion 62 of the dead bolt 60 is inserted into the lock hole 111 so that the second indoor door 203 is locked. In addition, the second indoor door 203 is automatically closed by closing the second indoor door 203 if external force is not applied by urging the dead bolt 60 (base portion 61) to the lock hole 111 side. Is locked. In the following, the sliding of a member such as the dead bolt 60 in the direction toward the lock hole 111 is referred to as sliding on the locking side, and the sliding of the member such as the dead bolt 60 in the direction away from the lock hole 111 is unlocked. It is called sliding to the side.
自動的に第2室内扉203が施錠される構成について具体的に説明すると、図2及び図3等に示すように、先端部62は、上から見たときに客室側及び乗務員室側の両方において湾曲している。この構成により、第2室内扉203を閉める際に扉枠110から徐々に力を受けることで先端部62が解錠側にスライドする。その後、先端部62が錠穴111に差し掛かることで、扉枠110から力を受けなくなるため、第2弾性部材69の付勢力により先端部62が施錠側にスライドして錠穴111に挿入されることで第2室内扉203が施錠される。なお、先端部62の形状は、湾曲状に限られず略二等辺三角形等の傾斜状であってもよい。
The configuration in which the second indoor door 203 is automatically locked will be specifically described. As shown in FIG. 2 and FIG. 3 etc., the tip portion 62 has both the cabin side and the crew room side when viewed from above Curved in With this configuration, when the second indoor door 203 is closed, the distal end portion 62 slides toward the unlocking side by gradually receiving a force from the door frame 110. Thereafter, the distal end portion 62 comes into contact with the lock hole 111, so that no force is received from the door frame 110. Therefore, the distal end portion 62 is slid to the locking side by the biasing force of the second elastic member 69 and inserted into the lock hole 111. As a result, the second indoor door 203 is locked. The shape of the distal end portion 62 is not limited to a curved shape, and may be an inclined shape such as a substantially isosceles triangle.
また、ベース部61と先端部62の境界には段差が形成されている。これにより、ベース部61と先端部62の境界には、錠穴111側を向く受け面64が形成される。本実施形態では、ベース部61と先端部62の段差が直角であるため、受け面64は挿抜方向に垂直であるが、垂直でなくてもよい。この受け面64が第2弾性部材69の付勢力より強い力で解錠側に押圧されることで、デッドボルト60を解錠側にスライドさせることができる。
Further, a step is formed at the boundary between the base portion 61 and the tip portion 62. Thus, at the boundary between the base portion 61 and the tip portion 62, a receiving surface 64 facing the lock hole 111 is formed. In the present embodiment, since the step between the base portion 61 and the tip portion 62 is at a right angle, the receiving surface 64 is perpendicular to the insertion and removal direction, but may not be vertical. The dead bolt 60 can be slid to the unlocking side by the receiving surface 64 being pressed to the unlocking side by a force stronger than the biasing force of the second elastic member 69.
錠装置1の筐体部2は、その内部に挿抜方向に延びる2枚の平行なガイド板2aを備えている。ガイド板2aは筐体部2に固定されているため、伝達部材50又はデッドボルト60の何れかがスライドしてもガイド板2aは位置が変化しない。伝達部材50は、第2室内扉203を解錠する人が加えた力(以下、操作力)をデッドボルト60(詳細には受け面64)に伝達することで、デッドボルト60を解錠側にスライドさせる。そのため、伝達部材50は筐体部2の底板と表板、更に2枚のガイド板2aに挟まれることにより可動範囲が規制されるが、挿抜方向にスライド可能である。具体的には、伝達部材50は、第1突起部51と、第2突起部52と、接触部53と、スライドピン54と、を備える。
The housing portion 2 of the lock device 1 is provided with two parallel guide plates 2a extending in the insertion and removal direction. Since the guide plate 2 a is fixed to the housing 2, the position of the guide plate 2 a does not change even if either the transmission member 50 or the dead bolt 60 slides. The transmission member 50 transmits the force applied by the person who unlocks the second indoor door 203 (hereinafter, operating force) to the dead bolt 60 (specifically, the receiving surface 64), thereby unlocking the dead bolt 60. Slide to Therefore, although the movable range is restricted by the transmission member 50 being sandwiched between the bottom plate and the top plate of the housing 2 and the two guide plates 2a, the transmission member 50 can slide in the insertion / removal direction. Specifically, the transmission member 50 includes a first protrusion 51, a second protrusion 52, a contact portion 53, and a slide pin 54.
第1突起部51及び第2突起部52は、挿抜方向に対して傾斜する方向(具体的には挿抜方向に垂直な方向)に延びる部分である。第1突起部51及び第2突起部52には、錠穴111側を向く面が形成されており、この面から上記の操作力を受ける。接触部53は、錠穴111とは反対側を向く面であり、受け面64の少なくとも一部に接触可能に構成されている。伝達部材50が第1突起部51又は第2突起部52から受けた操作力は、接触部53を介して受け面64に伝達される。これにより、操作力を用いてデッドボルト60を解錠側にスライドさせることができる。
The first protrusion 51 and the second protrusion 52 are portions extending in a direction inclined with respect to the insertion / removal direction (specifically, a direction perpendicular to the insertion / removal direction). The surfaces of the first protrusion 51 and the second protrusion 52 facing the lock hole 111 are formed, and the above operation force is received from this surface. The contact portion 53 is a surface facing the opposite side to the lock hole 111, and is configured to be able to contact at least a part of the receiving surface 64. The operation force received by the transmission member 50 from the first projection 51 or the second projection 52 is transmitted to the receiving surface 64 via the contact portion 53. Thereby, the dead bolt 60 can be slid to the unlocking side using the operation force.
スライドピン54は、上記のスライド穴63に挿入されており、伝達部材50に対してデッドボルト60がスライドすることで、スライドピン54がスライド穴63に沿ってスライドする。また、スライドピン54及びスライド穴63は、伝達部材50に対してデッドボルト60が過剰に相対移動することを防止する(スライド範囲を定める)ストッパとしても機能する。また、伝達部材50は、2つの第1弾性部材59により錠穴111側に付勢されている。本実施形態では、伝達部材50のうち錠穴111の反対側の端部に第1弾性部材59が配置されているが、錠穴111に向かう方向に付勢されているのであれば、弾性部材の位置は異なっていてもよい。また、第1弾性部材59の数は2つに限られず、1つ又は3つ以上であってもよい。
The slide pin 54 is inserted into the slide hole 63 described above, and the slide pin 54 slides along the slide hole 63 by the dead bolt 60 sliding relative to the transmission member 50. In addition, the slide pin 54 and the slide hole 63 also function as a stopper that prevents the relative displacement of the dead bolt 60 relative to the transmission member 50 (that defines the slide range). Further, the transmission member 50 is biased toward the lock hole 111 by the two first elastic members 59. In the present embodiment, the first elastic member 59 is disposed at the end of the transmission member 50 opposite to the lock hole 111. However, if the first elastic member 59 is biased in the direction toward the lock hole 111, the elastic member The position of may be different. Further, the number of first elastic members 59 is not limited to two, and may be one or three or more.
本実施形態では、客室側から操作可能に設けられるキーシリンダ11、乗務員室側から操作可能に設けられるパドル21、及び、客室側から操作可能に設けられるツマミ31、の何れかによって操作力がデッドボルト60に伝達されることで第2室内扉203が解錠される。以下、主に図4から図8を参照して具体的に説明する。キーシリンダ11は第1操作部10の一部であり、パドル21は第2操作部20の一部であり、ツマミ31は第3操作部30の一部である。
In this embodiment, the operation force is dead by any of the key cylinder 11 provided to be operable from the passenger cabin side, the paddle 21 provided to be operable from the passenger cabin side, and the knob 31 provided to be operable from the passenger cabin side. The second indoor door 203 is unlocked by being transmitted to the bolt 60. Hereinafter, this will be specifically described mainly with reference to FIGS. 4 to 8. The key cylinder 11 is a part of the first operation unit 10, the paddle 21 is a part of the second operation unit 20, and the knob 31 is a part of the third operation unit 30.
第1操作部10は、キーシリンダ11と、第1押圧部14と、ガイドピン15と、を備える。キーシリンダ11は、略円柱形であり、予め定められた形状の鍵が挿入されることで、キーシリンダ11の軸方向(鍵の挿入方向)を回転軸線として回転可能となる。また、キーシリンダ11には、図2に示すように、キー挿入穴12が形成されており、乗務員が所有する鍵を挿入可能である。
The first operation unit 10 includes a key cylinder 11, a first pressing unit 14, and a guide pin 15. The key cylinder 11 has a substantially cylindrical shape, and can be rotated with an axial direction (key insertion direction) of the key cylinder 11 as a rotation axis by inserting a key having a predetermined shape. Further, as shown in FIG. 2, the key insertion hole 12 is formed in the key cylinder 11, and a key owned by a crew can be inserted.
第1押圧部14は、キーシリンダ11の径方向の外側(伝達部材50及びデッドボルト60等に近づく側)に突出している部分である。第1押圧部14はキーシリンダ11と一体的に回転する。第1押圧部14は第1突起部51よりも錠穴111側に位置している。また、第1押圧部14は錠穴111と反対側を向く押圧面により第1突起部51を解錠側に押圧可能に設けられている。キーシリンダ11から伝達した操作力によって第1押圧部14が第1突起部51を解錠側に押圧して移動させることで、図4に示すように、第2弾性部材69等の付勢力に抗して伝達部材50及びデッドボルト60を解錠側にスライドさせることができる(第1操作部10による解錠操作)。これにより、第2室内扉203を解錠できる。なお、図4の上側の第1操作部10の位置を施錠位置と称し、図4の下側の第1操作部10の位置を解錠位置と称する。
The first pressing portion 14 is a portion that protrudes outward in the radial direction of the key cylinder 11 (a side approaching the transmission member 50, the dead bolt 60, and the like). The first pressing portion 14 rotates integrally with the key cylinder 11. The first pressing portion 14 is located closer to the lock hole 111 than the first protrusion 51. Further, the first pressing portion 14 is provided so as to be able to press the first projection 51 toward the unlocking side by a pressing surface facing the opposite side to the lock hole 111. As shown in FIG. 4, the biasing force of the second elastic member 69 or the like causes the first pressing portion 14 to press and move the first protrusion 51 toward the unlocking side by the operation force transmitted from the key cylinder 11. Thus, the transmission member 50 and the dead bolt 60 can be slid to the unlocking side (unlocking operation by the first operation unit 10). Thereby, the second indoor door 203 can be unlocked. The position of the upper first operation unit 10 in FIG. 4 is referred to as a locking position, and the position of the first operation unit 10 in the lower side of FIG. 4 is referred to as an unlocking position.
また、第1操作部10による解錠操作後は、鍵が第1操作部10から抜かれることで、第1弾性部材59及び第2弾性部材69の付勢力により、第1押圧部14が第1突起部51から施錠側に押圧されることで、第1操作部10が施錠位置へ戻る。その結果、デッドボルト60が施錠側にスライドする。この状態で第2室内扉203が閉められることで、上述のようにデッドボルト60が扉枠110から力を受けて解錠側にスライドした後に、再び施錠側へスライドして先端部62が錠穴111に挿入されることで、自動的に第2室内扉203が施錠される。
In addition, after the unlocking operation by the first operation unit 10, the key is removed from the first operation unit 10, and the biasing force of the first elastic member 59 and the second elastic member 69 causes the first pressing unit 14 to The 1st operation part 10 returns to a locked position by being pressed from the 1 projection part 51 to the lock side. As a result, the dead bolt 60 slides to the lock side. In this state, the second indoor door 203 is closed, so that the dead bolt 60 receives a force from the door frame 110 and slides to the unlocking side as described above, and then slides again to the locking side to lock the tip portion 62 By being inserted into the hole 111, the second indoor door 203 is automatically locked.
ガイドピン15は、キーシリンダ11の径方向の外側に設けられている。ガイドピン15の長手方向は、キーシリンダ11の回転軸線と平行である。また、ガイドピン15は、キーシリンダ11から径方向に延びる板状の部材に固定されている。従って、ガイドピン15はキーシリンダ11と一体的に回転する。ガイドピン15は、第3操作部30に第1操作部10を連動させるために設けられている(詳細は後述)。
The guide pin 15 is provided outside the key cylinder 11 in the radial direction. The longitudinal direction of the guide pin 15 is parallel to the rotation axis of the key cylinder 11. Further, the guide pin 15 is fixed to a plate-like member extending in the radial direction from the key cylinder 11. Accordingly, the guide pin 15 rotates integrally with the key cylinder 11. The guide pin 15 is provided to interlock the first operation unit 10 with the third operation unit 30 (details will be described later).
第2操作部20は、パドル21と、ねじりバネ22と、第2押圧部23と、を備える。パドル21は、人が押圧することで第2室内扉203を解錠させるための押圧操作部材である。パドル21は、板状であり、筐体部2の乗務員室側の面の上部にパドル21の一端が回転可能に取り付けられている。また、このパドル21の回転軸線の近傍には、パドル21に回転方向の付勢力を与えるねじりバネ22が設けられている。ねじりバネ22は、パドル21に力が掛かっていない状態において、パドル21の先端部(下側の端部、回転軸線から遠い側の端部)が第2室内扉203から離れる側に付勢力を与える。従って、外力が掛かっていない場合は、パドル21の先端部は、図6に実線で示すように、筐体部2から離れている。また、運転士がパドルを押圧することで、図6に鎖線で示すように、パドル21の先端部を筐体部2に近づけることができる。なお、運転士がパドル21から手を離した後は、ねじりバネ22の付勢力により、パドル21の位置が自動的に元に戻る。
The second operation unit 20 includes a paddle 21, a torsion spring 22, and a second pressing unit 23. The paddle 21 is a pressing operation member for unlocking the second indoor door 203 when a person presses it. The paddle 21 has a plate-like shape, and one end of the paddle 21 is rotatably attached to the upper part of the surface on the crew room side of the housing 2. Further, in the vicinity of the rotational axis of the paddle 21, a torsion spring 22 is provided which applies an urging force to the paddle 21 in the rotational direction. In a state where no force is applied to the paddle 21, the torsion spring 22 urges the tip of the paddle 21 (lower end, end remote from the rotation axis) away from the second indoor door 203. give. Therefore, when no external force is applied, the tip end of the paddle 21 is separated from the housing 2 as shown by a solid line in FIG. In addition, when the driver presses the paddle, as shown by a chain line in FIG. After the driver releases the paddle 21, the position of the paddle 21 is automatically returned to the original position by the biasing force of the torsion spring 22.
また、パドル21の筐体部2側の面には、図3及び図6に示すように、第2押圧部23が形成されている。第2押圧部23は第2突起部52よりも錠穴111側に位置している。また、第2押圧部23は錠穴111と反対側を向く押圧面により第2突起部52を押圧可能に設けられている。第2押圧部23は、筐体部2側(客室側)に向けて突出した形状である。第2押圧部23は、第2突起部52側の面がパドル21側(基端側)に近づくに連れて幅方向(デッドボルト60の挿抜方向)のサイズが大きくなるように傾斜面が構成されている。また、上述の第2突起部52も同様に、パドル21側(基端側)に近づくに連れて幅方向(デッドボルト60の挿抜方向)のサイズが大きくなるように傾斜面が構成されている。この構成により、図5及び図6に示すように、パドル21がドア方向に押圧され(回転角度)が大きくなるに連れて、第2押圧部23の傾斜面と第2突起部52の傾斜面が摺動することによって第2弾性部材69等の付勢力に抗して、伝達部材50及びデッドボルト60を解錠側へスライドさせることができる(第2操作部20による解錠操作)。これにより、第2室内扉203を解錠できる。なお、図5の上側の第2操作部20の位置を施錠位置と称し、図5の下側の第2操作部20の位置を解錠位置と称する。
Further, as shown in FIGS. 3 and 6, a second pressing portion 23 is formed on the surface of the paddle 21 on the side of the housing 2. The second pressing portion 23 is positioned closer to the lock hole 111 than the second protrusion 52. Further, the second pressing portion 23 is provided so as to be able to press the second protrusion 52 by a pressing surface facing the opposite side to the lock hole 111. The 2nd press part 23 is the shape protruded toward the housing | casing part 2 side (seat side). The second pressing portion 23 is configured to have an inclined surface such that the size in the width direction (the insertion and removal direction of the dead bolt 60) increases as the surface on the second projection 52 side approaches the paddle 21 side (base end side). It is done. In addition, the second projection 52 described above is also configured to have an inclined surface so that the size in the width direction (the insertion and removal direction of the dead bolt 60) increases as it approaches the paddle 21 side (base end side). . With this configuration, as shown in FIG. 5 and FIG. 6, as the paddle 21 is pushed in the door direction (rotational angle) becomes larger, the inclined surface of the second pressing portion 23 and the inclined surface of the second projection 52 By sliding, the transmission member 50 and the dead bolt 60 can be slid to the unlocking side against the biasing force of the second elastic member 69 and the like (unlocking operation by the second operation unit 20). Thereby, the second indoor door 203 can be unlocked. The position of the upper second operation unit 20 in FIG. 5 is referred to as a locking position, and the position of the second operation unit 20 in the lower side of FIG. 5 is referred to as an unlocking position.
また、第2操作部20による解錠操作後は、運転士が客室101へ移動するためパドル21から手が離される。これにより、ねじりバネ22の付勢力によりパドル21の位置が元に戻る。その結果、デッドボルト60が施錠側にスライドする。この状態で第2室内扉203が閉められることで、上述のようにデッドボルト60が扉枠110から力を受けて解錠側にスライドした後に、再び施錠側へスライドし、自動的に第2室内扉203が施錠される。なお、本実施形態では、客室側に第2室内扉203が開くが、パドル21を引くと乗務員室側に第2室内扉203が開くような構成であってもよい。
Further, after the unlocking operation by the second operation unit 20, the driver is released from the paddle 21 in order to move to the passenger cabin 101. As a result, the position of the paddle 21 returns to the original position by the biasing force of the torsion spring 22. As a result, the dead bolt 60 slides to the lock side. By closing the second indoor door 203 in this state, as described above, after the dead bolt 60 receives a force from the door frame 110 and slides to the unlocking side as described above, it slides to the locking side again, automatically the second The indoor door 203 is locked. In the present embodiment, the second indoor door 203 is opened on the passenger cabin side, but the second indoor door 203 may be opened on the crew room side when the paddle 21 is pulled.
また、第1押圧部14と第1突起部51は離間可能に構成されているため、第1操作部10が施錠位置であったとしても(更にはキーシリンダ11が悪戯等により破損して使用できない場合であっても)、第2操作部20による解錠操作を行うことができる。また、パドル21は押圧するだけで解錠及び第1室内扉103の開放の両方を同時に行うことができるので、例えば非常時等において短時間で第1乗務員室102から客室101へ移動できる。同様に、第2押圧部23と第2突起部52は離間可能に構成されているため、第2操作部20が施錠位置であるか否かにかかわらず、第1操作部10による解錠操作を行うことができる。このように、第1操作部10と第2操作部20による解錠操作は独立して行うことができる。
Further, since the first pressing portion 14 and the first projecting portion 51 are configured to be separable, even if the first operation portion 10 is in the locking position (the key cylinder 11 is broken due to mischief etc. Even if it can not be performed, the unlocking operation by the second operation unit 20 can be performed. In addition, since the paddle 21 can simultaneously unlock and open the first indoor door 103 simply by pressing, the paddle 21 can move from the first crew room 102 to the cabin 101 in a short time, for example, in an emergency. Similarly, since the second pressing portion 23 and the second projection 52 are configured to be separable, the unlocking operation by the first operation portion 10 is performed regardless of whether or not the second operation portion 20 is in the locking position. It can be performed. Thus, the unlocking operation by the first operation unit 10 and the second operation unit 20 can be performed independently.
第3操作部30は、ツマミ31と、リング部32と、回動板33と、規制部材34と、ソレノイド(電動アクチュエータ)35と、を備える。ツマミ31は、筐体部2の外側の面であって、客室側に露出するように設けられている。ツマミ31は、人が指又は手で操作する手操作部材である。具体的には、ツマミ31は指で掴むか、手で把持して操作する操作部材である。本実施形態ではツマミ31の回転中心はキーシリンダ11と同じである。
The third operation unit 30 includes a knob 31, a ring portion 32, a rotation plate 33, a restriction member 34, and a solenoid (electric actuator) 35. The knob 31 is an outer surface of the housing 2 and is provided so as to be exposed to the passenger cabin side. The knob 31 is a manual operation member operated by a person with a finger or a hand. Specifically, the knob 31 is an operation member which is gripped by a finger or gripped and operated by a hand. In the present embodiment, the rotation center of the knob 31 is the same as that of the key cylinder 11.
ツマミ31にはリング部32が固定されている。従って、ツマミ31とリング部32は一体的に回転する。リング部32は、キーシリンダ11の回転軸線で見たときに、リング状である。リング部32の内側の円形の空間にはキーシリンダ11が挿入されている。ツマミ31とキーシリンダ11とは固定されておらず、少なくとも所定の角度範囲においては、キーシリンダ11とリング部32とは独立して回転する。
The ring portion 32 is fixed to the knob 31. Therefore, the knob 31 and the ring portion 32 rotate integrally. The ring portion 32 is ring-shaped when viewed along the rotation axis of the key cylinder 11. The key cylinder 11 is inserted in a circular space inside the ring portion 32. The knob 31 and the key cylinder 11 are not fixed, and the key cylinder 11 and the ring portion 32 rotate independently at least in a predetermined angle range.
回動板33は、ツマミ31及びリング部32と一体的に回転するように構成されている。回動板33には、上述のガイドピン15を挿入可能なガイド穴33aが形成されている。ガイド穴33aは、ガイドピン15の回転軌跡に沿う形状の穴である。また、第1操作部10及び第3操作部30が施錠位置である場合、ガイドピン15がガイド穴33a内を移動するだけで、第1操作部10による解錠操作を行うことができるように、ガイド穴33aの形状及び位置が調整されている。この構成により、図4に示すように、第1操作部10による解錠操作を第3操作部30が規制することを防止できる。また、回動板33には、接触ピン33bが形成されている。接触ピン33bは回動板33の回転軸線方向に突出する。
The pivoting plate 33 is configured to rotate integrally with the knob 31 and the ring portion 32. The pivot plate 33 is formed with a guide hole 33 a into which the above-described guide pin 15 can be inserted. The guide hole 33 a is a hole having a shape along the rotation trajectory of the guide pin 15. In addition, when the first operation unit 10 and the third operation unit 30 are in the locking position, the unlocking operation by the first operation unit 10 can be performed only by moving the guide pin 15 in the guide hole 33a. The shape and position of the guide hole 33a are adjusted. With this configuration, as shown in FIG. 4, it is possible to prevent the third operation unit 30 from restricting the unlocking operation by the first operation unit 10. Further, a contact pin 33 b is formed on the rotating plate 33. The contact pin 33 b protrudes in the rotation axis direction of the pivot plate 33.
規制部材34は、規制ピン34aとハウジング34bとを備える。規制ピン34aは、ハウジング34bから回動板33側(キーシリンダ11側)に突出するように形成された細長状の部材である。外力を受けることにより、ハウジング34bは回動板33に近づく方向及び離れる方向に移動可能に構成される。
The restricting member 34 includes a restricting pin 34 a and a housing 34 b. The restriction pin 34a is an elongated member formed to project from the housing 34b to the side of the rotary plate 33 (the side of the key cylinder 11). By receiving an external force, the housing 34 b is configured to be movable in the direction toward and away from the pivot plate 33.
規制部材34を挟んで回動板33の反対側には、ソレノイド35が配置されている。ソレノイド35は、上述の指示部102aに基づく電気信号に応じて可動芯をスライドさせることができる。規制部材34はソレノイド35の可動芯に固定されている。この構成により、ソレノイド35の可動芯をスライドさせることで、それに伴って規制部材34(規制ピン34a)をスライドさせることができる。なお、ソレノイド35は、可動芯を移動させるときにのみ電気信号が必要な構成の自己保持型ソレノイドであり、可動芯を所定位置に移動させた後は電源の有無に関係なく位置を保持する。従って、例えば停電等による電力供給の遮断や瞬間停電が生じた場合であっても、可動芯(即ち規制部材34)の位置は保持される。なお、停電時においても、非常電源等を用いて指示部102aからソレノイド35に指示を行うことができる。
A solenoid 35 is disposed on the opposite side of the rotation plate 33 with the restriction member 34 interposed therebetween. The solenoid 35 can slide the movable core in accordance with the electrical signal based on the above-described instruction unit 102a. The restricting member 34 is fixed to the movable core of the solenoid 35. With this configuration, by sliding the movable core of the solenoid 35, the restriction member 34 (the restriction pin 34a) can be slid accordingly. The solenoid 35 is a self-holding type solenoid that requires an electric signal only when moving the movable core, and holds the position regardless of the presence or absence of the power after moving the movable core to a predetermined position. Therefore, for example, even when interruption of the power supply due to a blackout or the like or instantaneous blackout occurs, the position of the movable core (that is, the restriction member 34) is maintained. Even at the time of a power failure, an instruction can be given to the solenoid 35 from the instruction unit 102a using an emergency power supply or the like.
リミットスイッチ40は、本体部41と、アーム部42と、を備える。アーム部42は、本体部41に回転可能に取り付けられている。アーム部42の先端にはローラが取り付けられている。アーム部42は、このローラが規制部材34(ハウジング34b)の上面に接するように配置されている。また、規制部材34の上面には段差が形成されている。規制部材34がスライドすることで、上面のアーム部42は段差を通過する。アーム部42が規制部材34の段差の上側に接している状態と、この段差の下側に接している状態とではアーム部42の回転角度が異なる。これにより、リミットスイッチ40はアーム部42が規制部材34の段差の上下のどちらにいるかを検出することができる。リミットスイッチ40の検出結果に基づいて図略の制御装置がソレノイド35の可動芯の位置を制御することで、規制部材34を近接位置又は離間位置に移動させ、どちらかの位置で保持させることができる。
The limit switch 40 includes a main body portion 41 and an arm portion 42. The arm portion 42 is rotatably attached to the main body portion 41. A roller is attached to the tip of the arm portion 42. The arm portion 42 is disposed such that the roller is in contact with the upper surface of the regulating member 34 (housing 34 b). Further, a step is formed on the upper surface of the regulating member 34. By the restriction member 34 sliding, the arm portion 42 on the upper surface passes through the step. The rotation angle of the arm portion 42 is different between the state in which the arm portion 42 is in contact with the upper side of the step of the regulating member 34 and the state in which the arm portion 42 is in the lower side of the step. Thus, the limit switch 40 can detect whether the arm portion 42 is above or below the step of the regulating member 34. The control device (not shown) controls the position of the movable core of the solenoid 35 based on the detection result of the limit switch 40 to move the restricting member 34 to the proximity position or the separation position and hold it at either position. it can.
図7の上側の図に示すように、規制部材34が近接位置(回動板33に近い位置)にある場合、接触ピン33bの下方(第3操作部30の解錠操作時の回転方向の下流側)に規制ピン34aが位置する。この場合、ツマミ31に力を加えた場合であっても、接触ピン33bと規制ピン34aとが干渉するため、第2室内扉203を解錠することができない。これにより、乗客によるツマミ31の操作を防止できる(即ち、第3操作部30による解錠操作が規制される)。また、非常時等において乗客を客室101又は客室201から第2乗務員室202及びその先の車外又は連結した別の車両に移動させる必要が生じた場合は、運転士が指示部102aを操作することで、ソレノイド35を移動させる。
As shown in the upper drawing of FIG. 7, when the regulating member 34 is in the close position (position close to the pivot plate 33), the downward direction of the contact pin 33 b (rotational direction at the time of unlocking operation of the third operation portion 30) On the downstream side, the restriction pin 34a is located. In this case, even if a force is applied to the knob 31, the contact pin 33b and the restriction pin 34a interfere with each other, so the second indoor door 203 can not be unlocked. Thereby, the operation of the knob 31 by the passenger can be prevented (that is, the unlocking operation by the third operation unit 30 is restricted). When it is necessary to move the passenger from the cabin 101 or the cabin 201 to the second crew room 202 and the other vehicle outside or connected to the second passenger room in an emergency etc., the driver operates the instruction unit 102a. To move the solenoid 35.
図7の中央の図に示すように、運転士が指示部102aを操作することで、規制部材34が離間位置まで移動した場合、接触ピン33bの下方から規制ピン34aが退避する。これにより、ツマミ31による解錠操作を有効にすることができる(即ち、第3操作部30による解錠操作の規制が解除される)。鍵を持たない乗客がツマミ31を回転させることで、回動板33のガイド穴33aの縁部がガイドピン15を押圧するため、回動板33等とともに第1押圧部14を回動することができる(言い換えれば、第3操作部30とともに第1操作部10を動作させることができる)。
As shown in the center view of FIG. 7, when the driver operates the instruction unit 102 a, when the restricting member 34 moves to the separated position, the restricting pin 34 a retracts from below the contact pin 33 b. Thereby, the unlocking operation by the knob 31 can be made effective (that is, the restriction of the unlocking operation by the third operation unit 30 is released). When the passenger without the key rotates the knob 31, the edge of the guide hole 33a of the rotating plate 33 presses the guide pin 15, so that the first pressing portion 14 is rotated together with the rotating plate 33 etc. (In other words, the first operation unit 10 can be operated together with the third operation unit 30).
その結果、図7の下側の図に示すように、ツマミ31に加えられた操作力が第1押圧部14を介して第1突起部51を押圧することで、第2弾性部材69等の付勢力に抗して、伝達部材50及びデッドボルト60を解錠側へスライドさせることができる(第3操作部30による解錠操作)。これにより、第2室内扉203を解錠できる。なお、図7の上側の第3操作部30の位置を施錠位置と称し、図7の下側の第3操作部30の位置を解錠位置と称する。
As a result, as shown in the lower side of FIG. 7, when the operation force applied to the knob 31 presses the first projection 51 via the first pressing part 14, the second elastic member 69 etc. The transmission member 50 and the dead bolt 60 can be slid to the unlocking side against the biasing force (unlocking operation by the third operation unit 30). Thereby, the second indoor door 203 can be unlocked. The position of the upper third operation unit 30 in FIG. 7 is referred to as a locking position, and the position of the third operation unit 30 in the lower side of FIG. 7 is referred to as an unlocking position.
また、第3操作部30よる解錠操作後は、乗客がツマミ31から手を離すことで、第1押圧部14を介して第1弾性部材59及び第2弾性部材69の付勢力を受けることで、第1操作部10及び第3操作部30が施錠位置に戻る。これにより、上記と同様に再び第2室内扉203が施錠される。なお、規制部材34が退避位置にいる間は、ツマミ31を操作するだけで再び第2室内扉203を解錠できるため、乗客の移動に支障はない。
In addition, after the unlocking operation by the third operation unit 30, when the passenger releases the hand from the knob 31, the biasing force of the first elastic member 59 and the second elastic member 69 is received via the first pressing unit 14. Then, the first operation unit 10 and the third operation unit 30 return to the locking position. Thus, the second indoor door 203 is locked again as described above. In addition, since the 2nd indoor door 203 can be unlocked again only by operating the knob 31, while the control member 34 exists in a retracted position, movement of a passenger is not troubled.
その後、運転士が指示部102aを操作することで、規制部材34が近接位置に移動したとする。この状態において乗客がツマミ31から手を離すことで、図8の上側の図に示すように、第1弾性部材59及び第2弾性部材69の付勢力によりツマミ31の位置が元に戻ろうとする。ここで、規制ピン34aの下側の面は傾斜面となっている。具体的には、上側(施錠側へ向かって回転する方向)に近づくに連れて突出量が多くなるように傾斜している(湾曲であってもよい)。更に、規制ピン34aは回動板33側に図略のバネにより付勢されている。この構成により、図8の中央の図に示すように、接触ピン33bの付勢力による回転を受けることで規制部材34が付勢力に抗して離間位置に近づくように移動する。その後、図8の下側の図に示すように、接触ピン33bが規制ピン34aを乗り越えることで、規制ピン34aは付勢力により再び突出する。これにより、ツマミ31による解錠操作を行うことができなくなる。このように、規制部材34が近接位置に移動したタイミングで第3操作部30が解錠位置であったとしても、問題なくかつ自動的に第3操作部30を施錠位置に移動させることができる。
Thereafter, when the driver operates the instructing unit 102a, it is assumed that the restricting member 34 is moved to the close position. In this state, when the passenger releases the hand from the knob 31, as shown in the upper view of FIG. 8, the biasing force of the first elastic member 59 and the second elastic member 69 tries to return the position of the knob 31 to the original position. . Here, the lower surface of the restriction pin 34a is an inclined surface. Specifically, it is inclined (it may be curved) so that the amount of protrusion increases as it approaches the upper side (the direction of rotation toward the locking side). Further, the restricting pin 34a is biased toward the pivoting plate 33 by a spring (not shown). With this configuration, as shown in the center view of FIG. 8, the restricting member 34 resists the urging force and approaches the separated position by receiving the rotation by the urging force of the contact pin 33 b. Thereafter, as shown in the lower side view of FIG. 8, when the contact pin 33 b passes over the control pin 34 a, the control pin 34 a again protrudes due to the biasing force. As a result, the unlocking operation by the knob 31 can not be performed. As described above, even if the third operation unit 30 is in the unlocking position at the timing when the restricting member 34 moves to the close position, the third operation unit 30 can be automatically moved to the locking position without any problem. .
このように、第3操作部30が施錠位置でかつ規制部材34によって解錠操作が規制されていても、第1操作部10による解錠操作を行うことができる。また、第1押圧部14と第1突起部51は離間可能に構成されているため、第3操作部30が施錠位置でかつ規制部材34によって解錠操作が規制されていても、第2操作部20による解錠操作を行うことができる。このように、第3操作部30に対して独立して、第1操作部10による解錠操作、及び、第2操作部20による解錠操作を行うことができる。
As described above, even when the third operation unit 30 is at the locking position and the unlocking operation is restricted by the restricting member 34, the unlocking operation can be performed by the first operation unit 10. Further, since the first pressing portion 14 and the first projection 51 are configured to be separable, the second operation is performed even when the third operation portion 30 is at the locking position and the unlocking operation is restricted by the restricting member 34. The unlocking operation can be performed by the unit 20. Thus, the unlocking operation by the first operation unit 10 and the unlocking operation by the second operation unit 20 can be performed independently of the third operation unit 30.
次に、図9を参照して第2実施形態を説明する。図9は、第2実施形態の鉄道車両用錠装置1を示す模式図である。なお、第2実施形態以降の説明においては、第1実施形態と同一又は類似の部材には図面に同一の符号を付し、説明を省略する場合がある。
Next, a second embodiment will be described with reference to FIG. FIG. 9 is a schematic view showing a lock device 1 for a railway vehicle according to a second embodiment. In the description of the second embodiment and the subsequent embodiments, the same or similar members as or to those of the first embodiment may be denoted by the same reference numerals in the drawings, and the description thereof may be omitted.
第1実施形態では、パドル21が押圧されることで第2押圧部23の傾斜面が第2突起部52の傾斜面を押圧する構成である。これに代えて、パドル21の押圧による操作力が歯車を含む動力伝達機構71を介して伝達部材50に伝達される構成であってもよい。例えば、図9に示す例では、かさ歯車を用いて回転運動の方向を変換したり、ラックピニオン機構により回転運動を直線運動に変換している。なお、図9に示す構成は一例であり、他の歯車を用いて動力を伝達してもよい。
In the first embodiment, the inclined surface of the second pressing portion 23 presses the inclined surface of the second protrusion 52 by pressing the paddle 21. Instead of this, the operation force by pressing the paddle 21 may be transmitted to the transmission member 50 through the power transmission mechanism 71 including a gear. For example, in the example shown in FIG. 9, the bevel gear is used to change the direction of rotational movement, and the rack and pinion mechanism converts the rotational movement to linear movement. The configuration shown in FIG. 9 is an example, and power may be transmitted using another gear.
また、第2実施形態では、キーシリンダ11及びツマミ31の少なくとも一方の回転による操作力についても、歯車を含む動力伝達機構72を介して伝達部材50に伝達されている。なお、動力伝達機構72は、第1操作部10、第2操作部20、及び第3操作部30の独立性を実現するために、キーシリンダ11及びツマミ31の少なくとも一方の回転による操作力を伝達部材50へ伝達するが、パドル21が押圧されることによる伝達部材50の移動による力をキーシリンダ11及びツマミ31へ伝達しない機構を有している。動力伝達機構71についても同様である。
Further, in the second embodiment, the operation force by the rotation of at least one of the key cylinder 11 and the knob 31 is also transmitted to the transmission member 50 via the power transmission mechanism 72 including a gear. In order to realize the independence of the first operation unit 10, the second operation unit 20, and the third operation unit 30, the power transmission mechanism 72 is operated by the rotation of at least one of the key cylinder 11 and the knob 31. It has a mechanism for transmitting to the transmission member 50 but not transmitting the force due to the movement of the transmission member 50 due to the pressure of the paddle 21 to the key cylinder 11 and the knob 31. The same applies to the power transmission mechanism 71.
次に、図10を参照して第3実施形態を説明する。図10は、第3実施形態の鉄道車両用錠装置1を示す模式図である。
Next, a third embodiment will be described with reference to FIG. FIG. 10 is a schematic view showing a lock device 1 for a railway vehicle according to a third embodiment.
第3実施形態では、パドル21が押圧されることによる操作力をワイヤを介して伝達部材50に伝達するためのワイヤ機構73を備える。具体的には、パドル21の回転軸線から離れた位置にワイヤを取り付けることで、パドル21の回転に伴ってワイヤを引っ張ることができる。この力の向きを変換することで、操作力を直線運動として伝達部材50に伝達できる。なお、第1操作部10又は第3操作部30による解錠操作が行われた場合は、ワイヤがたるむだけであるため、第2操作部20が施錠位置であっても、第1操作部10又は第3操作部30による解錠操作を行うことができる。
In the third embodiment, a wire mechanism 73 is provided for transmitting the operation force by pressing the paddle 21 to the transmission member 50 via a wire. Specifically, by attaching the wire at a position away from the rotation axis of the paddle 21, the wire can be pulled along with the rotation of the paddle 21. By changing the direction of this force, the operation force can be transmitted to the transmission member 50 as a linear motion. When the unlocking operation is performed by the first operation unit 10 or the third operation unit 30, the first operation unit 10 is operated even when the second operation unit 20 is in the locked position, since the wire is only slackened. Alternatively, the unlocking operation can be performed by the third operation unit 30.
次に、図11を参照して第4実施形態を説明する。図11は、第4実施形態の鉄道車両用錠装置1を示す模式図である。
Next, a fourth embodiment will be described with reference to FIG. FIG. 11 is a schematic view showing the railcar lock device 1 of the fourth embodiment.
上記実施形態では、キーシリンダ11とツマミ31の回転軸線が同じであったが、第4実施形態に示すように、回転軸線が異なっていてもよい。ただし、キーシリンダ11の回転時にツマミ31が回転しないように、かつ、ツマミ31の回転時にキーシリンダ11が回転するように構成されていることが好ましい。図11に示す例では、このように操作するように、キーシリンダ11と一体的に回転する歯車75及びツマミ31と一体的に回転する歯車76について、歯の径、配置、及び歯が形成される範囲等が定められている。
In the above embodiment, the rotation axes of the key cylinder 11 and the knob 31 are the same, but as shown in the fourth embodiment, the rotation axes may be different. However, it is preferable that the knob 31 be configured not to rotate when the key cylinder 11 rotates, and that the key cylinder 11 rotate when the knob 31 rotates. In the example shown in FIG. 11, the diameter, the arrangement, and the teeth of teeth are formed for the gear 75 rotating integrally with the key cylinder 11 and the gear 76 rotating integrally with the knob 31 so as to operate in this manner. Scope is defined.
以上に説明したように、鉄道車両100,200の客室101,201と第1乗務員室102との間、第2乗務員室202との間にそれぞれ設けられる室内扉103,203の施錠及び解錠を行う構成の鉄道車両用錠装置1において、デッドボルト60と、第1操作部10と、第2操作部20と、を備える構成が提供される。デッドボルト60は、室内扉103,203が取り付けられる扉枠110に形成された錠穴111に付勢力により挿入されることで室内扉103,203を施錠する。第1操作部10は、室内扉103,203の客室側に配置されており、室内扉103,203を施錠する施錠位置と室内扉103,203を解錠する解錠位置との間で切り替えられ、解錠位置への切替えにより付勢力に抗してデッドボルト60が移動して解錠操作を行う。第2操作部20は、室内扉103,203の乗務員室側に配置されており、第1操作部10から独立して、付勢力に抗してデッドボルト60を移動させて解錠操作を行う。
As described above, the locking and unlocking of the indoor doors 103 and 203 provided between the passenger cabins 101 and 201 of the railcars 100 and 200 and the first crew room 102 and between the second crew room 202, respectively. The railcar lock device 1 configured as described above is provided with a configuration including the dead bolt 60, the first operation unit 10, and the second operation unit 20. The dead bolt 60 locks the indoor doors 103 and 203 by being inserted into a lock hole 111 formed in the door frame 110 to which the indoor doors 103 and 203 are attached by a biasing force. The first operation unit 10 is disposed on the cabin side of the indoor door 103, 203, and is switched between a locking position for locking the indoor door 103, 203 and an unlocking position for unlocking the indoor door 103, 203. By switching to the unlocking position, the dead bolt 60 is moved against the biasing force to perform the unlocking operation. The second operation unit 20 is disposed on the crew room side of the indoor doors 103 and 203, and moves the dead bolt 60 against the biasing force to perform the unlocking operation independently of the first operation unit 10. .
これにより、客室側の第1操作部10が施錠位置と解錠位置の何れの場合であっても、乗務員室側の第2操作部20の操作により室内扉103,203を開けることができる。従って、客室側の第1操作部10が悪戯又は事故等により破損した場合であっても、乗務員が客室側に簡単かつ短時間で移動できる。また、デッドボルト60には付勢力が作用しているので、室内扉103,203を解錠した場合であっても、自動的かつ確実に再び施錠することができる。
Thereby, even if the 1st operation part 10 by the side of a guest room is in any case of a locking position and a unlocking position, indoor door 103, 203 can be opened by operation of the 2nd operation part 20 by the side of a crew member. Therefore, even if the first operation unit 10 on the cabin side is damaged due to a mischief or an accident, the crew can move to the cabin side easily and in a short time. Further, since the biasing force is applied to the dead bolt 60, even when the indoor doors 103 and 203 are unlocked, the locking can be performed automatically and reliably again.
また、鉄道車両用錠装置1は、第3操作部30を備える。第3操作部30は、室内扉103,203の客室側に配置されており、第2操作部20から独立して室内扉103,203を施錠する施錠位置と室内扉103,203を解錠する解錠位置との間で切り替えられ、解錠位置への切替えにより付勢力に抗してデッドボルト60が移動し解錠操作を行う。第3操作部30は、規制部材34と、ソレノイド35と、を有する。規制部材34は、デッドボルト60へのアクセスを規制することで、施錠位置から解錠位置への切替えを規制する。ソレノイド35は、外部からの信号を受け、規制部材34を動かして、規制を解除する。
The railway vehicle lock device 1 further includes a third operation unit 30. The third operation unit 30 is disposed on the guest room side of the indoor doors 103 and 203, and unlocks the indoor doors 103 and 203 and a locking position for locking the indoor doors 103 and 203 independently of the second operation unit 20. The dead bolt 60 is switched between the unlocking position and the unlocking position, and the dead bolt 60 is moved against the biasing force to perform the unlocking operation. The third operation unit 30 includes a restriction member 34 and a solenoid 35. The regulating member 34 regulates the switching from the locking position to the unlocking position by regulating the access to the dead bolt 60. The solenoid 35 receives a signal from the outside and moves the regulating member 34 to release the regulation.
これにより、第3操作部30による解錠が可能か否かを外部から切り替えることができるので、防犯性を高めつつ、必要な場合に乗客を客室101,201から移動させることができる。
Thus, whether or not the third operation unit 30 can be unlocked can be switched from the outside, so that it is possible to move passengers from the passenger cabins 101 and 201 when necessary while improving the crime prevention.
また、鉄道車両用錠装置1において、第2操作部20は、第1操作部10と第3操作部30が施錠位置に位置している場合にも、解錠操作を行うことができる。
Further, in the railcar lock device 1, the second operation unit 20 can perform the unlocking operation even when the first operation unit 10 and the third operation unit 30 are positioned at the locking position.
これにより、第1操作部10だけでなく第3操作部30が施錠位置に位置している場合でも、乗務員が客室側に簡単かつ短時間で移動できる。
Thereby, even when not only the first operation unit 10 but also the third operation unit 30 is located at the locking position, the crew can move to the cabin side easily and in a short time.
また、鉄道車両用錠装置1は、第2弾性部材69と、伝達部材50と、を備える。第2弾性部材69は、デッドボルト60に付勢力を与えて錠穴111に向けてスライドさせる。伝達部材50は、第1操作部10、第2操作部20、及び第3操作部30から力を受ける複数の突起部(第1突起部51及び第2突起部52)と、デッドボルト60に接触する接触部53と、を有しており、各操作部による解錠操作により突起部と接触部53を介してデッドボルト60に付勢力に抗して移動させる力を伝達する。
The railway car lock device 1 further includes a second elastic member 69 and the transmission member 50. The second elastic member 69 applies a biasing force to the dead bolt 60 to slide it toward the lock hole 111. The transmission member 50 includes a plurality of protrusions (a first protrusion 51 and a second protrusion 52) that receive a force from the first operation unit 10, the second operation unit 20, and the third operation unit 30, and a dead bolt 60. And a contact portion 53 which comes into contact, and transmits a force for moving the dead bolt 60 against the biasing force via the projection and the contact portion 53 by the unlocking operation by each operation portion.
これにより、簡単な構成で、各操作部で独立して解錠操作を行うことができる。
Thus, the unlocking operation can be performed independently at each operation unit with a simple configuration.
以上に本発明の好適な実施の形態を説明したが、上記の構成は例えば以下のように変更することができる。
The preferred embodiment of the present invention has been described above, but the above-described configuration can be modified, for example, as follows.
上記実施形態では第2操作部20に解錠のための操作力を加える部材として、手で押す操作を行う部材であるパドル21を例に挙げて説明したが、パドル21以外の部材(手で回す操作を行う部材、手で引く操作を行う部材)、具体的にはハンドル又はノブ等であってもよい。
In the above embodiment, as the member for applying the operation force for unlocking to the second operation unit 20, the paddle 21 which is a member for performing an operation for pushing by hand is described as an example, but a member other than the paddle 21 (by hand It may be a member that performs a turning operation, a member that performs a pulling operation), specifically, a handle or a knob.
上記実施形態では、第3操作部30に施錠位置と解錠位置とを切り替えるために操作力を加える部材として、手で把持して回す操作を行う部材であるツマミを例に挙げて説明したが、ツマミ以外の部材(手で押す操作を行う部材、手で引く操作を行う部材)、具体的にはハンドル又はノブ等であってもよい。
In the above embodiment, as a member for applying the operation force to switch the locking position and the unlocking position to the third operation unit 30, the knob which is the member for performing the operation of holding and turning by hand is described as an example. Or a member other than a knob (a member that performs an operation by a hand, a member that performs an operation by a hand), specifically, a handle, a knob, or the like.
上記実施形態では、ソレノイド35の可動芯の位置を検知するためにリミットスイッチ40を用いる構成であるが、別の構成であってもよい。例えば、ソレノイド35の可動芯とともに移動する部材(例えば規制部材34)と、可動芯とともに移動しない部材(例えばソレノイド35のケース)と、の一方に接触センサを配置し、他方に接触部材を配置することで、接触部材が接触センサに接触したタイミングで信号を発信することで、ソレノイド35の可動芯の位置を検知できる。
In the above embodiment, the limit switch 40 is used to detect the position of the movable core of the solenoid 35. However, another configuration may be used. For example, the contact sensor is disposed on one of the member moving with the movable core of the solenoid 35 (for example, the regulating member 34) and the member not moving with the movable core (for example the case of the solenoid 35), and the contact member is disposed on the other. Thus, the position of the movable core of the solenoid 35 can be detected by transmitting a signal at the timing when the contact member contacts the contact sensor.
また、規制部材34を移動させるための電動アクチュエータは、ソレノイド35に限られず、例えば電動モータと、回転運動を直線運動に切り替える機構(ボールネジ等)と、を組み合わせた機構であってもよい。この場合においても、リミットスイッチ又は接触センサ等を用いて電動モータを制御できる。あるいは、電動モータとしてサーボモータ等を用いて回転量を制御することで、これらのセンサを省略してもよい。
Further, the electric actuator for moving the restriction member 34 is not limited to the solenoid 35, and may be, for example, a mechanism combining an electric motor and a mechanism (ball screw or the like) that switches rotational motion to linear motion. Also in this case, the electric motor can be controlled using a limit switch or a contact sensor. Alternatively, these sensors may be omitted by controlling the amount of rotation using a servomotor or the like as the electric motor.
上記実施形態では、開き戸を例に挙げて説明したが、引き戸であってもよい。この場合、デッドボルトは通常は回転運動するため、施錠と解錠とを切り替えるため、操作力を回転運動として伝達することが好ましい。
In the above embodiment, the door is described as an example, but it may be a sliding door. In this case, since the dead bolt normally rotates, it is preferable to transmit the operating force as the rotational motion in order to switch between locking and unlocking.
1 鉄道車両用錠装置
10 第1操作部
11 キーシリンダ
20 第2操作部
21 パドル
30 第3操作部
31 ツマミ(手操作部材)
34 規制部材
35 ソレノイド(電動アクチュエータ)
40 リミットスイッチ
50 伝達部材
60 デッドボルト
100 鉄道車両 1 Lock Device forRailroad Vehicle 10 First Operation Unit 11 Key Cylinder 20 Second Operation Unit 21 Paddle 30 Third Operation Unit 31 Knob (hand operation member)
34 Regulatingmember 35 Solenoid (Electric actuator)
40limit switch 50 transmission member 60 dead bolt 100 railway vehicle
10 第1操作部
11 キーシリンダ
20 第2操作部
21 パドル
30 第3操作部
31 ツマミ(手操作部材)
34 規制部材
35 ソレノイド(電動アクチュエータ)
40 リミットスイッチ
50 伝達部材
60 デッドボルト
100 鉄道車両 1 Lock Device for
34 Regulating
40
Claims (8)
- 鉄道車両の客室と乗務員室との間に設けられる扉の施錠及び解錠を行う鉄道車両用錠装置において、
前記扉が取り付けられる扉枠に形成された錠穴に付勢力により挿入されることで前記扉を施錠するデッドボルトと、
前記扉の客室側に配置されており、前記扉を施錠する施錠位置と前記扉を解錠する解錠位置との間で切り替えられ、解錠位置への切替えにより前記付勢力に抗して前記デッドボルトが移動して解錠操作を行う第1操作部と、
前記扉の乗務員室側に配置されており、前記第1操作部から独立して、前記付勢力に抗して前記デッドボルトを移動させて解錠操作を行う第2操作部と、
を備える鉄道車両用錠装置。 In a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle,
A dead bolt which locks the door by being inserted by a biasing force into a lock hole formed in a door frame to which the door is attached;
The door is disposed on the cabin side, and is switched between a locking position for locking the door and an unlocking position for unlocking the door, and the switching to the unlocking position resists the biasing force. A first operation unit that performs a unlocking operation by moving a dead bolt;
A second operation unit disposed on the crew room side of the door and performing an unlocking operation by moving the dead bolt against the biasing force independently of the first operation unit;
Lock device for a railway vehicle comprising - 請求項1に記載の鉄道車両用錠装置であって、
前記扉の客室側に配置されており、前記第2操作部から独立して前記扉を施錠する施錠位置と前記扉を解錠する解錠位置との間で切り替えられ、解錠位置への切替えにより前記付勢力に抗して前記デッドボルトが移動し解錠操作を行う第3操作部を備え
前記第3操作部は、
前記デッドボルトへのアクセスを規制することで、施錠位置から解錠位置への切替えを規制する規制部材と、
外部からの信号を受け、前記規制部材を動かして、規制を解除する電動アクチュエータと、
を有する鉄道車両用錠装置。 The lock device for a railway vehicle according to claim 1,
The door is disposed on the cabin side, and is switched between a locking position for locking the door independently from the second operation unit and an unlocking position for unlocking the door, and switching to the unlocking position The third operation unit is provided with a third operation unit that moves the dead bolt against the biasing force to perform the unlocking operation.
A restricting member that restricts the switching from the locking position to the unlocking position by restricting access to the dead bolt;
An electric actuator that receives an external signal and moves the restriction member to release the restriction;
Locking device for a railway vehicle having - 請求項2に記載の鉄道車両用錠装置であって、
前記第2操作部は、前記第1操作部と前記第3操作部が施錠位置に位置している場合にも、解錠操作を行うことができる鉄道車両用錠装置。 The lock device for a railway vehicle according to claim 2,
The lock device for railway vehicles according to claim 1, wherein the second operation unit is capable of performing an unlocking operation even when the first operation unit and the third operation unit are located at the locking position. - 請求項2又は3に記載の鉄道車両用錠装置であって、
前記デッドボルトに前記付勢力を与えて前記錠穴に向けてスライドさせる弾性部材と、
伝達部材と、
を備え、
前記伝達部材は、前記第1操作部、前記第2操作部、及び前記第3操作部から力を受ける複数の突起部と、前記デッドボルトに接触する接触部と、を有しており、各前記操作部による解錠操作により前記突起部と前記接触部を介して前記デッドボルトに前記付勢力に抗して移動させる力を伝達する鉄道車両用錠装置。 The lock device for a railway vehicle according to claim 2 or 3, wherein
An elastic member which applies the biasing force to the dead bolt and slides it toward the lock hole;
A transmission member,
Equipped with
The transmission member includes a plurality of protrusions receiving force from the first operation portion, the second operation portion, and the third operation portion, and a contact portion contacting the dead bolt. A lock device for a railway car, which transmits a force for resisting the biasing force to move to the dead bolt via the protrusion and the contact portion by the unlocking operation by the operation unit. - 請求項1から4までの何れか一項に記載の鉄道車両用錠装置であって、
前記第1操作部は、鍵を挿入して回転させることで施錠位置と解錠位置の間で切り替えられるキーシリンダを含む鉄道車両用錠装置。 A lock device for a railway vehicle according to any one of claims 1 to 4, wherein
The lock device for a railway vehicle, wherein the first operation unit includes a key cylinder that is switched between a locking position and an unlocking position by inserting and rotating a key. - 請求項2に記載の鉄道車両用錠装置であって、
前記電動アクチュエータは、電力供給が遮断された状態で、遮断前の位置に前記規制部材を保持するソレノイドである鉄道車両用錠装置。 The lock device for a railway vehicle according to claim 2,
The lock device for a railway vehicle, wherein the electric actuator is a solenoid that holds the restriction member at a position before interruption in a state where the power supply is interrupted. - 請求項2又は6に記載の鉄道車両用錠装置であって、
前記第3操作部は、鍵を挿入することなく指又は手で操作することで施錠位置と解錠位置との間で切り替えられる手操作部材を含む鉄道車両用錠装置。 The lock device for a railway vehicle according to claim 2 or 6, wherein
The lock device for a railway vehicle, wherein the third operation unit includes a manual operation member that is switched between a locked position and an unlocked position by operating with a finger or a hand without inserting a key. - 請求項1から7までの何れか一項に記載の鉄道車両用錠装置であって、
前記扉は前記客室側へ開く開き戸であり、
前記第2操作部はパドルを含み、
前記パドルを前記客室側へ押圧することで、前記第2操作部による解錠操作が行われるとともに前記扉が開放される鉄道車両用錠装置。 It is a lock device for rail cars according to any one of claims 1 to 7,
The door is an open door that opens to the guest room side,
The second operation unit includes a paddle,
The lock device for railway vehicles in which the unlocking operation is performed by the second operation unit and the door is opened by pressing the paddle toward the passenger cabin.
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PCT/JP2017/036767 WO2019073536A1 (en) | 2017-10-11 | 2017-10-11 | Lock device for railway vehicles |
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PCT/JP2017/036767 WO2019073536A1 (en) | 2017-10-11 | 2017-10-11 | Lock device for railway vehicles |
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Cited By (1)
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CN111060161A (en) * | 2020-01-16 | 2020-04-24 | 杭州路格科技有限公司 | Cold chain temperature and humidity monitoring terminal |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH0227475U (en) * | 1988-08-11 | 1990-02-22 | ||
JPH0658030A (en) * | 1992-08-07 | 1994-03-01 | Takigen Seizo Kk | Automatic lock device for rolling stock |
-
2017
- 2017-10-11 WO PCT/JP2017/036767 patent/WO2019073536A1/en active Application Filing
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH0227475U (en) * | 1988-08-11 | 1990-02-22 | ||
JPH0658030A (en) * | 1992-08-07 | 1994-03-01 | Takigen Seizo Kk | Automatic lock device for rolling stock |
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Publication number | Priority date | Publication date | Assignee | Title |
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CN111060161A (en) * | 2020-01-16 | 2020-04-24 | 杭州路格科技有限公司 | Cold chain temperature and humidity monitoring terminal |
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